Well folks, it's comin' close to that time. Stephen said this would be the last lesson I would do unless I really needed touching up on something. I've got my knowledge test scheduled for Saturday and a final phase check sometime next week, after which my checkride is nigh.
Today Stephen said we'd practice whatever I was getting rusty with. For me, this happened to be emergency procedures. He had me fly out to Gnoss field (flying over the Scagg's VOR just to make sure I got that down). Gnoss is famous for its crosswinds. Had they presence of mind when they built the airport, they might have oriented the runway somewhere other than 90° off from the prevailing winds. Alas, they did not, and Gnoss's runway 31 was known for being a pencil-thin runway amidst a torrent of crosswind.
I flew north over Oakland at 5 pm, watching the gridlocked cars below me with interest. I noted how I could only pick out two other airplanes in the sky, while below me there was a zoo of automobiles. A blessing and a curse, aviation's aura of impenetrability is.
So when we got Gnoss, and I finally found the runway right in front of me, Stephen had me fly over the field at 3,000 feet and simulate an engine failure. The throttle was pulled back, and with a lurch, the plane decelerated suddenly. I was supposed to announce my intentions over the otherwise silent radio, as well.
"Gnoss traffic, Skyhawk 739UL is over the field, 3,000 feet, simulated engine failure, circling to land."
I made slow circles around the airport, but having never done this before, I didn't really know how or where to circle. Thus, when it did come time to land, my circles left me in a poor position to do so, and on final approach, I was way too high. I couldn't salvage the approach, and what would have been my first landing became a go-around.
I brought the plane around the pattern and Stephen had me practice normal takeoffs and landings at Gnoss. Well -- normal is a stretch. The engine was running, to be sure, but the crosswind was beating down on my plane, and Stephen was telling me to make each landing a short- or a soft-field landing.
With sweaty, bare white knuckles, I brought the plane tentatively onto the ridiculously thin runway, accomplishing both a crosswind and a soft-field landing. With all the different variables in the equation, it was a miracle I was able to do it, and as the wheels touched pavement I let out a gasp of air. The taxi back found me heaving and breathing and sweating like crazy.
There were three more of these landings (and three go-arounds, damn you Gnoss), each one a thrilling, sweaty-palms affair, but those that did make it to the ground were passing landings.
Now Stephen found it time to add a third variable to this equation: He would cut the power somewhere in the course of landing. All of this combined gave me a headache, I was thinking so fast, but I managed to pull it through, and each time there was an engine failure the plane managed to make it to the runway safely. I had to fudge it sometimes and cut my base short, but I guess that still counts.
During all this Stephen made sure my traffic pattern work was checkride-quality, ironing out the bumps that had crept in. A couple of other planes joined us in the pattern, and got to watch me and my go-arounds. They must have known I wasn't a Gnoss native, not being able to handle these crosswinds well.
When we were satisfied, and I was drenched with sweat, Stephen had me take the plane back to Oakland for a much easier landing. He explained that he had me try the ropes at Gnoss because the checkride examiner likes to take pilot hopefuls there. Trial by fire, I guess.
He signed my logbook with an endorsement to practice at Gnoss on my solos, a not-unnoticed message that I should do that before I try for my license. I've got my knowledge test around the corner and the checkride will hopefully be shortly thereafter -- I simply can't wait.
Cost so far: $8,327.32
Time so far: 153 days
Hours so far: 48.8
Projected certification date: August 27, 2007
Projected total cost: $8,500
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